Cargo restraint system

ABSTRACT

An apparatus, a vehicle and a method for securing intermodal cargo containers is provided. Couplers include pins and bottom supports to engage apertures and bottom surfaces of corner fittings for intermodal cargo containers. The couplers may also include sidewall supports to engage forward facing side surfaces of the corner fittings. The pins, bottom supports, and sidewall supports hold an intermodal cargo container in place through a relatively large range of acceleration forces without damaging the corner fittings of the intermodal cargo containers. The couplers are selectively movable from a retracted position to an extended position to engage the corner fittings of the intermodal cargo containers.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of co-pending U.S. patent applicationSer. No. 15/388,675, filed Dec. 22, 2016, and issued as U.S. Pat. No.10,391,921, which is incorporated herein in its entirety.

BACKGROUND

Shipping containers, also called intermodal freight containers orintermodal cargo containers, are commonly used to move goods throughoutthe world. Such containers may have varying lengths (e.g., twenty feetor forty feet), but typically have identical widths (e.g., 8 feet (2.44meters)) and identical heights (e.g., 8 feet, 6 inches (2.59 m)). Thestandardized widths and heights enable stacking of the containers forstorage and/or for stowage aboard certain types of vehicles, such ascontainer ships and/or trains. The containers also include astandardized anchoring system that enables the containers to be securedto each other and to many different types of vehicles, such as containerships, trains, and/or tractor-trailers. Recently, designs for aircraftand/or for frame structures within an aircraft that can carry suchstandardized shipping containers have been developed. U.S. Pat. No.7,891,608, issued on Feb. 22, 2011, describes exemplary aircraft designsand/or frame structure designs, and is incorporated by reference hereinin its entirety.

SUMMARY

According to one aspect, an apparatus comprises a housing configured forattachment to a frame of a vehicle. The apparatus also comprises acoupler reciprocally actuatable between a retracted position and anextended position. The coupler comprises a pin having a longitudinalaxis. The pin is sized and oriented to enter an aperture in a sidewallof a corner fitting of an intermodal cargo container when the coupler ismoved into the extended position. The coupler also comprises a bottomsupport in a fixed, spaced apart relationship relative to the pin,thereby defining a vertical gap sized to receive a bottom surface of thecorner fitting when the coupler is moved into the extended position. Theapparatus also comprises an actuator coupled to the housing and operableto move the coupler between the retracted position and the extendedposition along the longitudinal axis.

According to one aspect, a vehicle for transporting intermodal cargocontainers with corner fittings is provided. The vehicle comprises aframe arranged in an interior volume of the vehicle. The frame includesfirst and second rails that are spaced apart to fit an intermodal cargocontainer there-between. The vehicle comprises a first pin retentionmechanism arranged on the first rail. The first pin retention mechanismcomprises a first housing attached to the first rail. The first pinretention mechanism also comprises a first coupler reciprocallyactuatable between a retracted position and an extended position. Thefirst coupler comprises a first pin having a first longitudinal axis.The first pin is sized and oriented to enter an aperture in a sidewallof a first corner fitting of the intermodal cargo container when thefirst coupler is moved into the extended position. The first coupleralso comprises a first bottom support in a fixed, spaced apartrelationship relative to the first pin, thereby defining a firstvertical gap sized to receive a bottom surface of the first cornerfitting when the first coupler is moved into the extended position. Thefirst pin retention mechanism also comprises a first actuator coupled tothe first housing and operable to move the first coupler between theretracted position and the extended position along the firstlongitudinal axis. The vehicle also comprises a second pin retentionmechanism arranged on the second rail. The second pin retentionmechanism comprises a second housing attached to the second rail. Thesecond pin retention mechanism also comprises a second couplerreciprocally actuatable between a retracted position and an extendedposition. The second coupler comprises a second pin having a secondlongitudinal axis. The second pin is sized and oriented to enter anaperture in a sidewall of a second corner fitting of an intermodal cargocontainer when the second coupler is moved into the extended position.The second coupler also comprises a second bottom support in a fixed,spaced apart relationship relative to the second pin, thereby defining asecond vertical gap sized to receive a bottom surface of the secondcorner fitting when the second coupler is moved into the extendedposition. The second pin retention mechanism also comprises a secondactuator coupled to the second housing and operable to move the secondcoupler between the retracted position and the extended position alongthe second longitudinal axis.

According to one aspect, a method for securing an intermodal cargocontainer is provided. The method comprises aligning an intermodal cargocontainer relative to first and second rails of a support frame. Thefirst and second rails include respective first and second pin retentionmechanism thereon. The first and second pin retention mechanismscomprise a first housing attached to a respective rail. The first andsecond pin retention mechanisms also comprise a first couplerreciprocally actuatable between a retracted position and an extendedposition. The first couplers comprise a first pin having a firstlongitudinal axis. The first pin is sized and oriented to enter anaperture in a sidewall of a corner fitting of the intermodal cargocontainer when the first coupler is moved into the extended position.The first couplers also comprise a first bottom support in a fixed,spaced apart relationship relative to the first pin, thereby defining afirst vertical gap sized to receive a bottom surface of the cornerfitting when the first coupler is moved into the extended position. Thefirst and second pin retention mechanisms also comprise a first actuatorcoupled to the first housing and operable to move the first couplerbetween the retracted position and the extended position along the firstlongitudinal axis. The method also comprises actuating the actuators ofthe first and second pin retention mechanisms from the retractedposition to the extended position such that the pins and bottom supportsof the first and second pin retention mechanisms engage respective firstand second corner fittings on opposite sides of the intermodal cargocontainer.

According to one aspect, a vehicle for transporting intermodal cargocontainers with corner fittings is provided. The vehicle comprises aplurality of first pin retention mechanisms arranged to engagerespective bottom corner fittings of the intermodal cargo container. Therespective first pin retention mechanisms comprise a first housingattached to a frame. The respective first pin retention mechanisms alsocomprise a first coupler reciprocally actuatable between a retractedposition and an extended position. The first coupler comprises a firstsurface in a facing relationship with a side-facing sidewall of a bottomcorner fitting. The first surface engages the side-facing sidewall ofthe bottom corner fitting when the first coupler is moved into theextended position. The first coupler also comprises a bottom supportprotruding from the first surface along a first longitudinal axis. Thebottom support receives a bottom surface of a bottom corner fitting whenthe first coupler is moved into the extended position. The first coupleralso comprises a sidewall support protruding from the first surfacealong the longitudinal axis. The sidewall support receives an end-facingsidewall of the bottom corner fitting when the first coupler is movedinto the extended position. The respective first pin retentionmechanisms also comprise a first actuator coupled to the first housingand operable to move the first coupler between the retracted positionand the extended position along the first longitudinal axis. The vehiclealso comprises a plurality of second pin retention mechanisms arrangedto engage top corner fittings of the intermodal cargo container. Therespective second pin retention mechanisms comprise a second housingattached to the frame. The respective second pin retention mechanismsalso comprise a second coupler reciprocally actuatable between aretracted position and an extended position. The second couplercomprises a second surface in a facing relationship with a side-facingsidewall of a top corner fitting. The second surface engages theside-facing sidewall of the top corner fitting when the second coupleris moved into the extended position. The second coupler also comprises atop support protruding from the second surface along a secondlongitudinal axis. The top support receives a top surface of a topcorner fitting when the second coupler is moved into the extendedposition. The second coupler also comprises a sidewall supportprotruding from the second surface along the second longitudinal axis.The sidewall support receives an end-facing sidewall of the top cornerfitting when the second coupler is moved into the extended position. Therespective second pin retention mechanisms also comprise a secondactuator coupled to the second housing and operable to move the secondcoupler between the retracted position and the extended position alongthe second longitudinal axis.

BRIEF DESCRIPTION OF ILLUSTRATIONS

FIG. 1A is a perspective view of an intermodal freight container;

FIG. 1B is a detail top perspective view of a bottom corner fitting ofthe intermodal freight container of FIG. 1A;

FIG. 1C is a detail bottom perspective view of the bottom corner fittingof FIG. 1B;

FIG. 2A is a perspective view of the intermodal freight container ofFIG. 1A arranged between rails (i.e., frame members) of a frameaccording to one aspect, wherein pin retention mechanisms are arrangedalong the rails proximate to the corner fittings of the intermodalfreight container;

FIG. 2B is a top view of the intermodal freight container of FIG. 1Aarranged between the rails of the frame, wherein the pin retentionmechanisms are arranged along the rails proximate to the corner fittingsof the intermodal freight container;

FIG. 2C is a top view of the intermodal freight container of FIG. 1A,wherein couplers of the pin retention mechanisms have moved to anextended position to engage the corner fittings of the intermodalfreight container;

FIG. 3A is a perspective view of a coupler for a pin retention mechanismaccording to one aspect;

FIG. 3B is a perspective cross-sectional view of the coupler of FIG. 3Aengaged with a corner fitting of an intermodal freight container;

FIG. 4A is a perspective view of another coupler for a pin retentionmechanism according to one aspect;

FIG. 4B is a perspective view of the coupler of FIG. 4A engaged with acorner fitting of an intermodal freight container, wherein the cornerfitting is shown in partial section;

FIG. 5A is an exploded perspective view of a portion of a housing and anactuator for moving a coupler;

FIG. 5B is a perspective view of an assembled housing and actuator formoving the coupler illustrated in FIGS. 4A and 4B, wherein the coupleris illustrated in a retracted position;

FIG. 5C is a perspective view of the assembled housing and actuator formoving the coupler of FIG. 5B, wherein the coupler is illustrated in anextended position;

FIG. 6A is a perspective view of a housing and actuator for moving acoupler;

FIG. 6B is a first cross-sectional perspective view of the housing andactuator of FIG. 6A;

FIG. 6C is a second cross-sectional perspective view of the housing andactuator of FIG. 6A;

FIG. 7A is a perspective view of two pin retention mechanisms arrangedalong a rail of a frame;

FIG. 7B is a detail perspective view of the couplers of the pinretention mechanisms of FIG. 7A;

FIG. 8 is a perspective view of another coupler, according to anotheraspect, in alignment with a corner fitting;

FIG. 9A is a perspective view of the intermodal shipping container ofFIG. 1A with couplers of FIG. 8 disposed at the eight corners of theintermodal shipping container and engaged with the corner fittings ofthe intermodal shipping container; and

FIG. 9B is a detail perspective view of a corner fitting of the shippingcontainer and coupler engaged with the corner fitting.

DETAILED DESCRIPTION

In the following, reference is made to aspects presented in thisdisclosure. However, the scope of the present disclosure is not limitedto specific described aspects. Instead, any combination of the followingfeatures and elements, whether related to different aspects or not, iscontemplated to implement and practice contemplated aspects.Furthermore, although aspects disclosed herein may achieve advantagesover other possible solutions or over the prior art, whether or not aparticular advantage is achieved by a given aspect is not limiting ofthe scope of the present disclosure. Thus, the following aspects,features, and advantages are merely illustrative and are not consideredelements or limitations of the appended claims except where explicitlyrecited in a claim(s). Likewise, reference to “the invention” or “thedisclosure” shall not be construed as a generalization of any inventivesubject matter disclosed herein and shall not be considered to be anelement or limitation of the appended claims except where explicitlyrecited in a claim(s).

In aspects described herein, pin retention mechanisms are described thatenable an intermodal cargo container (or other types of cargo container)to be quickly connected to or disconnected from a vehicle frame usingexisting corner fittings of the intermodal cargo container. The pinretention mechanisms include couplers that support the corner fittingsat multiple locations to distribute forces caused by high accelerationloads that may be experienced onboard the vehicle and/or that thevehicle is certified to experience.

FIG. 1A is a perspective view of an intermodal cargo container 100 thatincludes a first end 102, a second end 104, sides 106, a top 108, and abottom 110. The first end 102 and/or the second end 104 include doorsthat enable access to an interior volume of the intermodal cargocontainer 100. As discussed above, the height of the first end 102, thesecond end 104, and the sides 106 is typically standardized. Also, thewidths of the first end 102 and second end 104 is also typicallystandardized. As a result, a plurality of such intermodal cargocontainers 100 can be stacked side-by-side and/or on top of one anotherin an organized, space-efficient manner. The lengths of the sides 106can vary from container to container, but typically fall within one ofseveral standard lengths, such as 20 feet or 40 feet. As used herein,the terms “front end” and “back end” are relative to a direction oftravel of the intermodal cargo container 100 aboard a vehicle. Forexample, FIG. 1A includes an arrow (“FWD”) indicating a forwarddirection such that the first end 102 is the front end. In variouscircumstances, the intermodal cargo container 100 could be arranged on avehicle such that the second end 104 is facing the forward direction, inwhich case the second end 104 would be the front end and the first end102 would be the back end.

The intermodal cargo container 100 includes corner fittings arranged atits corners. The intermodal cargo container 100 includes four bottomcorner fittings 120 arranged at corners with the bottom 110 of theintermodal cargo container 100. The intermodal cargo container 100 alsoincludes four top corner fittings 122 arranged at corners with the top108 of the intermodal cargo container. When one intermodal cargocontainer 100 is stacked on top of a second intermodal cargo container100, the top corner fittings 122 of the bottom intermodal cargocontainer 100 are connected to the bottom corner fittings 120 of the topintermodal cargo container 100 using twist lock connectors or otherconnectors. In the aspects described herein, the pin retentionmechanisms that connect the intermodal cargo container 100 to a frame ofa vehicle, engage the bottom corner fittings 120 of the intermodal cargocontainer 100.

FIGS. 1B and 1C are top and bottom perspective views of a bottom cornerfitting 120, respectively, of the intermodal cargo container 100. Thebottom corner fitting 120 is generally arranged as a hollow cube thatincludes a top surface 124 attached to the bottom 110 of the intermodalcargo container 100. Alternatively, the top surface 124 of the bottomcorner fitting 120 could be part of the bottom 110 of the intermodalcargo container 100. The bottom corner fitting 120 also includessidewalls 126 and 128 that are arranged 90° with respect to one another.For a bottom corner fitting 120 positioned at the first end 102 of theintermodal cargo container 100, the sidewall 126 generally faces thefirst end 102 of the intermodal cargo container 100 and the sidewall 128generally faces the side 106 of the intermodal cargo container 100. Fora bottom corner fitting 120 positioned at the second end 104 of theintermodal container 100, the sidewall 126 generally faces the secondend 104 of the intermodal container 100 and the sidewall 128 generallyfaces the side 106 of the intermodal container 100. The sidewalls 126and 128 include apertures 132 and 134, respectively, therethrough. Theapertures 132 and 134 have an oval shape designed to receive aconnector, such as a twist lock, which are commonly used to secure theintermodal cargo container 100 to adjacent intermodal cargo containers,to a frame of a tractor-trailer, or to a frame of a train car, forexample. The apertures 132 and 134 could receive connectors attached totension bars that strap adjacent intermodal cargo containers 100together. The bottom corner fitting 120 also includes a bottom surface130. The bottom surface 130 includes an aperture 136 therethrough. Theaperture 136 of the bottom surface 130 also has a shape designed toreceive a connector, such as a twist lock, to secure the intermodalcargo container 100 to adjacent intermodal cargo containers 100, to aframe of a tractor-trailer, or to a frame of a train car.

In many applications, such as travel aboard a ship and/or travel aboarda train, the intermodal cargo container 100 does not experiencesignificant acceleration loads (including deceleration loads). In othermodes of travel however (e.g., travel aboard an aircraft) the intermodalcargo container 100 may be subject to higher loads. Furthermore, designstandards may require that connections between the intermodal cargocontainer 100 and a vehicle frame be capable of withstanding certainacceleration loads. For example, in certain aviation applications, thecorner fittings 120 of the intermodal cargo container 100 must be ableto withstand in 9 G load in the forward direction (i.e., loading due tosudden deceleration during a crash event, for example), a 6 G load in adownward direction (i.e., loading due to a rapid increase in pitchattitude, for example), and a 1.5 G load in an upward direction (i.e.,loading due to a rapid decrease in pitch attitude, for example). In suchaviation applications, the corner fittings 120 may not be subject toload requirements in an aft direction and only small lateral loadrequirements. The corner fittings 120 are typically not designed towithstand the high loads of the design requirements for the aviationapplications. As a result, if the intermodal cargo container 100 isconnected to a vehicle frame solely with pins extending through theapertures 134 in the sidewalls 128 of the corner fittings 120, thesidewalls 128 may yield (i.e., the pins may tear through the sidewalls128) during such high acceleration loads such that the corner fitting120 breaks free from the vehicle frame.

FIG. 2A is a perspective view of the intermodal cargo container 100arranged between a first rail 202 and a second rail 204 of a frame 200for a vehicle. FIGS. 2B and 2C are top views of the intermodal cargocontainer 100, the first rail 202, and the second rail 204. The rails202 and 204 include pin retention mechanisms 206 a, 206 b, and 208arranged thereon. In certain aspects, pin retention mechanisms 206 a and206 b may include side-specific couplers. Specifically, in addition tobottom supports that engage the bottom surfaces 130 of the bottom cornerfittings 120, the pin retention mechanisms 206 a and 206 b may includesidewall supports that engage the forward-facing sidewalls 126 of therespective bottom corner fittings 120. In various other aspects, the pinretention mechanisms 206 a and 206 b may not include such sidewallsupports and are identical.

Referring primarily to FIGS. 2B and 2C, each of the pin retentionmechanisms 206 a, 206 b, and 208 is arranged relative to a longitudinalaxis. For example, as illustrated in FIGS. 2B and 2C, the pin retentionmechanism 206 a is aligned with a first axis 230, the pin retentionmechanism 206 b is aligned with a second axis 232, and the pin retentionmechanisms 208 are aligned with a third axis 234, and axis 236,respectively. In various aspects, certain ones of the axes 230, 232,234, and 236 may be co-linear. For example, as illustrated in FIGS. 2Band 2C, the first axis 230 and the second axis 232 are co-linear and thethird axis 234 and the fourth axis 236 are co-linear.

The couplers of the pin retention mechanisms 206 a, 206 b, and 208 aremoved from retracted positions to extended positions along therespective axes by actuators to engage the bottom corner fittings 120 ofthe intermodal cargo container 100. For example, FIG. 2C illustrates afirst coupler 210 a extended from the pin retention mechanism 206 a′ toengage a forward bottom corner fitting 120 of the intermodal cargocontainer 100. FIG. 2C also illustrates a second coupler 210 b extendedfrom the pin retention mechanism 206 b′ to engage a forward bottomcorner fitting 120 of the intermodal cargo container 100. FIG. 2C alsoillustrates third and fourth couplers 212 extended from the pinretention mechanisms 208′ to engage the aft bottom corner fittings 120of the intermodal cargo container 100.

FIG. 3A is a perspective view of an exemplary coupler 300 for a pinretention mechanism (e.g., one of the pin retention mechanisms 206 or208 discussed above with reference to FIGS. 2A-2C), according to oneaspect. The coupler 300 includes a base 302. In certain aspects, thebase 302 may include fastener holes or fastener slots 303 configured toreceive fasteners (e.g., bolts) to connect the coupler 300 an actuatorto move the coupler 300 between a retracted position and an extendedposition. The coupler 300 also includes a shank 304 extending from thebase 302. The shank 304 includes a face 306. A pin 308 having alongitudinal axis extends from the face 306. The base 302 and the shank304 can be aligned along the longitudinal axis 330. The longitudinalaxis 330 could be the same as or could be parallel to one of theabove-described axes of the pin retention mechanisms 206 a, 206 b,and/or 208 in FIGS. 2B and 2C. The pin 308 includes a cross-sectionalprofile similar to that of the aperture 134 of the sidewall 128 of thebottom corner fitting 120. The exemplary aperture 134 in the bottomcorner fitting 120 has an oval profile, and the exemplary pin 308 alsoincludes an oval profile. In at least one aspect, the pin 308 hasslightly smaller dimensions than the aperture 134. In this aspect, aportion of the base 302 extends along the longitudinal axis 330 past theface 306 to form a bottom support 312. The bottom support is spacedapart from the pin 308 by a vertical gap G₁. The pin 308 optionallyincludes a chamfered edge 310, and the bottom support 312 optionallyincludes a chamfered edge 314 along a pin-facing surface of the bottomsupport 312.

FIG. 3B is a perspective, cross-sectional view of the coupler 300 afterit is moved to an extended position along the longitudinal axis 330(indicated by arrow B) such that the coupler 300 is engaged with abottom corner fitting 120. The pin 308 of the coupler 300 is insertedthrough the aperture 134 in the sidewall 128 of the bottom cornerfitting 120. The bottom support 312 of the coupler 300 is in a fixed,spaced apart relationship with the pin 308 such that a pin-facingsurface 313 of the bottom support 312 abuts the bottom surface 130 ofthe bottom corner fitting 120 when the pin 308 is inserted into theaperture 134. The optional chamfered edge 310 on the pin 308 and theoptional chamfered edge 314 of the bottom support 312 can aid inalignment between the coupler 300 and the bottom corner fitting 120. Forexample, if the coupler 300 is slightly high (relative to idealalignment) with the bottom corner fitting 120, then the optionalchamfered edge 310 on the pin 308 and the optional chamfered edge 314 ofthe bottom support 312 can make contact with the aperture 134 and thebottom surface 130 of the bottom corner fitting 120 and thereby urge thecoupler 300 into alignment with the bottom corner fitting 120 and/orurge the bottom corner fitting 120 into alignment with the coupler 300.

The coupler 300 illustrated in FIGS. 3A and 3B provides support to thebottom corner fitting 120 through the engagement of the pin 308 with theaperture 134 of the corner fitting 120 in both a vertical direction andforward/aft directions (i.e., directions normal to the longitudinal axis330). However, as discussed above, the support provided by theengagement of the pin 308 with the aperture 134 may be insufficient tosupport the intermodal cargo container 100 during certainhigh-acceleration events. The bottom support 312 of the coupler 300provides additional support for the corner fitting 120 in the verticaldirection such that the total support provided by the pin 308 and thebottom support 312 is sufficient to support the intermodal cargocontainer 100 during certain high-acceleration events in a verticaldirection (e.g., a 6 G downward load requirement). In circumstances inwhich the vehicle carrying the intermodal cargo container 100 is onlyexpected to encounter high-acceleration events in the verticaldirection, the coupler 300 could be used in all four of the pinretention mechanisms 206 a, 206 b, and 208 illustrated in FIGS. 2A-2C.

FIG. 4A is a perspective view of a portion of an exemplary coupler 400according to one aspect that provides additional support to the bottomsurface 130 of the bottom corner fitting 120 and to a forward facingsidewall 126 of the bottom corner fitting 120. The coupler 400 includesa shank 304. In certain aspects, the shank 304 includes the face 306.The shank 304 and the face 306 are arranged along a longitudinal axis330. The longitudinal axis 330 could be the same as or could be parallelto one of the above-described axes of the pin retention mechanisms 206a, 206 b, and/or 208 in FIGS. 2B and 2C.

The coupler 400 includes a pin 308 having a longitudinal axis 330extending from the face 306. In at least one aspect, the pin 308includes a chamfered edge 310. The coupler 400 also includes a bottomsupport 312 extending from the coupler portion 306 of the shank 304along the longitudinal axis 330. The bottom support 312 includes a firstchamfered edge 314 along a pin-facing surface of the bottom support 312.The coupler 400 also includes a sidewall support 416 extending along thelongitudinal axis 330 and spaced apart from the pin 308 by a lateral gapG₂. In at least one aspect, the sidewall support 416 includes a secondchamfered edge 418 along a pin facing surface of the sidewall support416. The sidewall support 416 is arranged at an angle relative to thebottom support 312 about the longitudinal axis 330. In the aspect shownin FIG. 4A, the sidewall support 416 is arranged at a 90° angle relativeto the bottom support 312. In the aspect shown in FIG. 4A, the sidewallsupport 416 and the bottom support 312 are joined at intersecting edges420. In at least one aspect, the bottom support 312 and the sidewall 416are unitary monolithic. For example, the coupler 400 could be machinedfrom a block of steel, titanium, or other metal to form, e.g., the pin308, the bottom support 312 and the sidewall support 416. In at leastone aspect, the coupler 400 optionally includes a keyway protrusion 422extending from a surface of the bottom support 312 and/or the shank 304opposite the pin facing surface of the bottom support 312. As shownprimarily in FIGS. 5B and 5C, the keyway protrusion 422 can engage akeyway that directs movement of the coupler 400 along the longitudinalaxis 330.

FIG. 4B is a perspective view of a portion of the coupler 400 engagedwith a bottom corner fitting 120 of an intermodal cargo container 100,wherein the bottom corner fitting 120 is illustrated in cross-sectionfor clarity. The pin 308 of the coupler 400 is inserted through theaperture 134 in the sidewall 128 of the bottom corner fitting 120. Thepin 308 includes a cross-sectional profile similar to that of theaperture 134 of the sidewall 128 of the bottom corner fitting 120. Theexemplary aperture 134 in the bottom corner fitting 120 has an ovalprofile, and the exemplary pin 308 also includes an oval profile. In atleast one aspect, the pin 308 has slightly smaller dimensions than theaperture 134. The bottom support 312 of the coupler is in a fixed,spaced apart relationship with the pin 308 such that a pin-facingsurface 313 of the bottom support 312 abuts the bottom surface 130 ofthe bottom corner fitting 120 when the pin 308 is inserted through theaperture 134 of the sidewall 128. The sidewall support 416 of thecoupler 400 is spaced apart from the pin 308 such that a pin-facingsurface 417 of the sidewall support 416 abuts the forward-facingsidewall 126 of the bottom corner fitting 120 when the pin 308 isinserted through the aperture 128 of the sidewall 134.

The coupler 400 illustrated in FIGS. 4A and 4B provides support to thebottom corner fitting 120 through the engagement of the pin 308 with theaperture 134 of the corner fitting 120 in both a vertical direction andforward directions (i.e., directions normal to the longitudinal axis330). However, as discussed above, the support provided by theengagement of the pin 308 with the aperture 134 may be insufficient tosupport the intermodal cargo container 100 during certain highacceleration events. The bottom support 312 of the coupler 400 providesadditional support for the corner fitting 120 in the vertical directionsuch that the total support provided by the pin 308 and the bottomsupport 312 is sufficient to support the intermodal cargo container 100during certain high acceleration events in a vertical direction (e.g., a6 G downward load requirement). The sidewall support 416 of the coupler400 provides additional support in the forward direction such that thetotal support provided by the pin 308 and the sidewall support 416 issufficient to support the corner fitting 120 of the intermodal cargocontainer 100 during certain high acceleration events in a forwarddirection (i.e., during hard braking or during a crash event).

FIGS. 5A-5C illustrate a pin retention mechanism 500 according to oneaspect. FIGS. 5A-5C are illustrated with the coupler 400 of FIGS. 4A and4B. However, the pin retention mechanism 500 could also be configuredwith the coupler 300, illustrated in FIGS. 3A and 3B. FIG. 5A is anexploded perspective view of a pin retention mechanism 500, in which ahousing is not shown for clarity. The pin retention mechanism 500includes the coupler 400 arranged in a sliding relationship with amounting plate 510. The mounting plate 510 includes a keyway 520 thatengages the optional keyway protrusion 422. The mounting plate 510includes mounting surfaces 512 upon which an upper housing (shown inFIGS. 5B and 5C) is mounted. The housing can be secured to the mountingsurfaces 512 on the mounting plate 510 with fasteners (e.g., bolts).

The mounting plate 510 also includes a coupler surface 514 that cansupport at least portions of the bottom support 312 of the coupler, suchthat the bottom support 312 can slide relative to the coupler surface514. In one aspect, the coupler surface 514 could include a lubricationlayer (e.g., grease) to support such sliding of the bottom support 312.In another aspect, the coupler surface 514 could include a low-frictionlayer (e.g., a nylon plastic) arranged thereon to support such slidingof the bottom support 312 over the coupler surface 514.

The mounting plate 510 includes a plurality of fastener holes 518 thatcan receive fasteners (e.g., bolts or rivets) to attach the mountingplate 510 to the rail 202 or the rail 204 of the vehicle frame 200. Themounting plate 510 also includes a plurality of fastener holes 516configured to receive fasteners to secure the top part of the housing tothe mounting plate 510.

The shank 304 of the coupler 400 includes a cog rack 442 arrangedthereon. The cog rack 442 includes teeth 444 arranged in a linear manneralong the longitudinal axis 330. The pin retention mechanism 500includes at least one motor assembly 502 that uses a motor 504 to drivea pinion gear 508. The motor 504 could be an electric motor, a hydraulicmotor, or a pneumatic motor. The pinion gear 508 is engaged with theteeth 444 of the cog rack 442 to form a rack and pinion assembly. Therack and pinion assembly is an actuator that moves the coupler 400 alongthe longitudinal axis 330. Rotation of the pinion gear 508 in a firstdirection moves the shank 304 (and the remainder of the coupler 400) ina first direction (indicated by arrow B) along the longitudinal axis 330and rotation of the pinion gear 508 and a second opposite directionmoves the shank 304 (and the remainder of the coupler 400) in a seconddirection (indicated by arrow C) along the longitudinal axis 330. In theaspect illustrated in FIGS. 5A-5C, the pin retention mechanism 500includes two motor assemblies 502 with respective pinion gears 508arranged on opposite sides of the cog rack 442. The motor assemblies 502may include a reduction gearbox 506 that increases the torquetransmitted to the pinion gears 508 from the motors 504. Such areduction gearbox 506 may also prevent or discourage back driving of themotors 504 by forces imparted on the coupler 400 by the bottom cornerfitting 120.

FIGS. 5A and 5B are front perspective views of the pin retentionmechanism 500 with the housing 542 attached to the mounting plate 510,and with the coupler 400 in retracted and extended positions,respectively. The housing 542 includes bottom surfaces 560 that matewith the mounting surfaces 512 of the mounting plate 510. The housing542 includes recesses 546 with fastener holes 548 arranged therein. Thefastener holes 548 in the recesses 546 are aligned with the fastenerholes 516 and the mounting plate 510 such that fasteners can be insertedthrough the fastener holes 518 and secured in the fastener holes 516 andthe mounting plate. For example, the fastener holes 516 and the mountingplate 510 may be threaded, and threaded bolts may be passed through thefastener holes 548 in the housing 542 to engage the threads in thefastener holes 516 of the mounting plate 510. The motor assemblies 502are attached to the housing 542 via fasteners (e.g., bolts or rivets).The housing 542 includes apertures (not shown) that allow the piniongears 508 to extend through the housing 542 to engage the cog rack 442of the coupler 400.

The housing 542 defines a main body 544 that is engaged with themounting plate 510 and a secondary body 550 that at least partly coversthe coupler 400, when the coupler 400 is in the retracted positionillustrated in FIG. 5B. The secondary body 550 is separated from themounting plate 510 by a gap 554 at a first end 558 of the housing 542.Moving in a direction along the longitudinal axis 330 in the directionof arrow C toward a second end 556 of the housing 542, the secondarybody 550 joins the main body 544. Returning to the first end 558 of thehousing 542, the secondary body 550 is connected to the main body 544via a bridge member 552 that covers the shank 304 of the coupler 400.

In the illustrated aspect, the bottom support 312 of the coupler 400 isarranged in the gap 554 between the mounting plate 510 and the secondarybody 550. FIG. 5B illustrates the coupler 400 in a fully retractedposition and FIG. 5C illustrates the coupler 400 in a fully extendedposition. As discussed above, to move the coupler 400 from the retractedposition shown in FIG. 5B to the extended position shown in FIG. 5C, themotors 504 rotate the respective pinion gears 508 to move the coupler400 along the longitudinal axis 330 in the direction of arrow B.Conversely, to move the coupler 400 from the extended position shown inFIG. 5C to the retracted position shown in FIG. 5B, the motors 504rotate the respective pinion gears 508 and opposite direction to movethe coupler 400 along the longitudinal axis 330 in the direction ofarrow C.

In the event an intermodal cargo container 100 experiences verticaland/or forward loads while secured by the pin retention mechanism 500,such loads would be transmitted through the bottom corner fittings 120to the couplers 400. The couplers 400, in turn, would transmit the loadto the housing 542 and to the mounting plate 510. The mounting plate 510will then transmit the load to the rail 202 or 204 to which it ismounted.

FIGS. 6A-6C illustrate another exemplary aspect of a pin retentionmechanism 600 that uses hydraulically-actuated cylinders to movecouplers between an extended position and a retracted position along alongitudinal axis 330 through the pins 308 of the couplers 400 arrangedon outward-facing surfaces of the hydraulically-actuated cylinders. Thepin retention mechanism 600 illustrated in FIG. 6A-6C are shown with thepin 308, bottom support 312, and sidewall support 416 of the coupler 400shown in FIGS. 4A-4B. In other aspects, the pin retention mechanism 600could instead include the pin 308 and bottom support 312 of the coupler300 shown in FIGS. 3A-3B.

Referring to FIG. 6A, the pin retention mechanism 600 includes ahydraulic cylinder body 602 that is connected to the rail 202 or therail 204 of the frame 200 via flanges 620. The flanges 620 include holes622 through which fasteners may be inserted to secure the flanges 620 tothe rail 202. The flanges 620 may be integral with the hydrauliccylinder body 602 or may be attached to the hydraulic cylinder body 602via welding, for example.

The hydraulic cylinder body 602 includes bosses 604, 610, and 614arranged thereon. The boss 604 includes hydraulic ports 606 and 608,through which hydraulic fluid can flow into and out of the hydrauliccylinder body 602. The boss 610 includes a hydraulic port 612 and theboss 614 includes a hydraulic port 616.

FIG. 6B is a cross-sectional view of the pin retention mechanism 600 andillustrates two hydraulic pistons 640 a and 640 b arranged within thehydraulic cylinder body 602. The first hydraulic piston 640 a actuatesthe coupler 400 arranged toward a first side of the rail 202 and thesecond hydraulic piston 640 b actuates a coupler 400 a arranged toward asecond side of the rail 202. The hydraulic pistons 640 a and 640 b andthe hydraulic cylinder body 602 form first chambers 646 that, whenfilled with pressurized hydraulic fluid, push the hydraulic pistons 640a and 640 b in the directions of arrows B and B′, respectively, alongthe longitudinal axis 330. The hydraulic pistons 640 a and 640 b, thehydraulic cylinder body 602, and hydraulic cylinder inserts 650 formsecond chambers 654 that, when filled with pressurized hydraulic fluid,push the hydraulic pistons 640 a and 640 b in the directions of arrows Cand C′, respectively, along the longitudinal axis 330.

The hydraulic pistons 640 a and 640 b include lips 642 that engageinterior walls of the hydraulic cylinder body 602. The hydraulic pistons640 a and 640 b also include plugs 644 arranged within or oninterior-facing ends of the hydraulic pistons 640 a and 640 b. The plugs644 and lips 642 of the hydraulic piston 640 a and 640 b and thehydraulic cylinder body 602 form the first chambers 646. Pressurizedhydraulic fluid can enter the chamber 646 for the hydraulic piston 640 athrough the hydraulic port 608 and a channel 656. The pressurizedhydraulic fluid pushes the hydraulic piston 640 a in the direction ofarrow B along the longitudinal axis 330. The other hydraulic piston 640b is similarly pushed in the direction of arrow B′ along thelongitudinal axis 330 by hydraulic fluid entering through the hydraulicport 606 (and another channel that is not shown in FIG. 6B). The lips642 of the hydraulic pistons 640 a and 640 b include opposing surfaces648 that, in combination with the hydraulic pistons 640 a and 640 b andlips 652 of the hydraulic cylinder inserts 650, form the second chambers654. Pressurized hydraulic fluid can enter the chamber 654 for the firsthydraulic piston 640 a via the hydraulic port 612 through the hydrauliccylinder body 602. Likewise, hydraulic fluid can enter the secondchamber 654 for the second hydraulic piston 640 b via the hydraulic port616 through the hydraulic cylinder body 602. The pressurized hydraulicfluid entering the chambers 654 pushes the hydraulic pistons 640 a and640 b in the directions of arrows C and C′, respectively, along thelongitudinal axis 330.

In the aspect shown in FIGS. 6A-6C, the couplers 400 a and 400 b areformed on outward-facing surfaces 660 of the hydraulic pistons 640 a and640 b. In the exemplary aspect, the shanks 304 of the coupler describedin FIGS. 4A-4B are omitted. However, in other embodiments, the shanks304 could be included, and the shanks 304 could be connected to theoutward-facing surfaces 660 of the hydraulic piston 640 a and 640 b.FIG. 6B illustrates a cross-sectional view taken approximately halfwaythrough the hydraulic cylinder body 602. As a result, the pins 308 areonly partly visible. FIG. 6C illustrate a cross-sectional view taken ata shallower depth through the hydraulic cylinder body 602 such that thepins 308 having the longitudinal axis 330, formed on the outward-facingsurfaces 660 of the hydraulic pistons 640 a and 640 b, are almostentirely visible. The pins 308 extend from the outward-facing surfaces660 of the hydraulic pistons 640 a and 640 b along the longitudinal axis330. FIGS. 6B and 6C also illustrate the bottom supports 312 of thecouplers 400 formed on the outward-facing surfaces 660 of the hydraulicpistons 640 a and 640 b and extending away from the outward-facingsurfaces 660 along the longitudinal axis 330. Likewise, FIGS. 6B and 6Cillustrate the sidewall supports 416 of the couplers 400 formed on theoutward-facing surfaces 660 of the hydraulic piston 640 a and 640 b andextending away from the outward-facing surfaces 660 along thelongitudinal axis 330.

FIGS. 6A-6C illustrate the hydraulic pistons 640 a and 640 b inretracted positions, in which the pins 308, bottom supports 312, andsidewall supports 416 do not extend beyond ends 670 a and 670 b of thehydraulic cylinder body 602. In various aspects, at least portions ofthe pins 308, bottom supports 312, and sidewall supports 416 couldextend beyond the ends 670 a and 670 b of the hydraulic cylinder body602. When the first chambers 646 are filled with pressurized hydraulicfluid, the hydraulic pistons 640 a and 640 b move in the directions ofarrows B and B′, respectively, to an extended position in which the pins308, bottom supports 312, and sidewall supports 416 of the couplers 400engage bottom corner fittings 120 of the intermodal cargo containers100.

The pin retention mechanism 600 illustrated in FIG. 6A-6C is configuredto couple to a first bottom corner fitting 120 of a first intermodalcargo container 100 and to a second bottom corner fitting 120 of asecond intermodal cargo container 100, wherein the first and secondintermodal cargo containers 100 are arranged in a side-by-side mannerwith a rail (e.g., rail 202) of a frame (e.g., the frame 200) arrangedtherebetween. When viewed facing the forward direction, the coupler 400a of the first hydraulic piston 640 a engages a front right-hand bottomcorner fitting 120 of the first intermodal cargo container 100 and thecoupler 400 b of the second hydraulic piston 640 b engages a frontleft-hand bottom corner fitting 120 of the second intermodal cargocontainer 100. Accordingly, the sidewall supports 416 for the firsthydraulic piston 640 a and the second hydraulic piston 640 b arearranged to engage a right-hand bottom corner fitting 120 and aleft-hand bottom corner fitting 120, respectively. For pin retentionmechanism 600 that may engage the rear bottom corner fittings 120 of thefirst and second intermodal cargo containers 100, the sidewall supports416 can be omitted such that only a pin (e.g., the pin 308 of thecoupler 300) and a bottom support (e.g., the bottom support 312 of thecoupler 300) extend from the outward-facing surface 660 of the hydraulicpistons 640 a and 640 b along the longitudinal axis 330.

In at least one aspect, pin retention mechanisms configured to engagerear bottom corner fittings 120 may include sidewall supports (e.g.,sidewall supports 416) arranged to abut rear facing side walls of thebottom corner fittings 120. Referring again to FIGS. 1A and 1B, theintermodal cargo container 100 can generally be stacked with either thefirst end 102 or the second end 104 facing forward. As such, the bottomcorner fittings 120 are often identical. Therefore, for the bottomcorner fitting 120 illustrated in FIG. 1B located at a rear corner ofthe intermodal cargo container 100, the forward-facing side wall 126 isrear-facing. Thus, a sidewall support arranged to abut rear facingsidewall would abut side wall 126 with the pin (e.g., the pin 308)inserted through the aperture 134 in the sidewall 128.

In certain circumstances, it may be advantageous to omit such a sidewallsupport to abut the rear facing side walls of the bottom corner fittings120 at the rear facing and of an intermodal cargo container 100. Forexample, such a sidewall support arranged to abut the rear facing sidewalls of the bottom corner fittings 120 requires space that may limithow closely intermodal cargo containers 100 arranged end to end can beplaced.

FIGS. 7A and 7B illustrate a pin retention mechanism arrangement 700 ona rail 202 of a frame 200 and a vehicle. The pin retention mechanismarrangement 700 includes a first pin retention mechanism 702 and asecond pin retention mechanism 730. Referring primarily to FIG. 7B, thefirst pin retention mechanism 702 includes a coupler 400 with a pin 308having a first longitudinal axis 330 a, a bottom support 312, and asidewall support 416 to support a bottom corner fitting 120 at theforward-facing end of an intermodal cargo container 100. The second pinretention mechanism 730 includes a coupler 300 that includes a pin 308having a longitudinal axis 330 b and a bottom support 312. The secondpin retention mechanism 730 omits a sidewall support that could supporta rear-facing sidewall of a bottom corner fitting 120 at a rear-facingend of an intermodal cargo container 100. The pin 308 of the first pinretention mechanism 702 and the pin 308 of the second pin retentionmechanism 730 are spaced a distance F apart. If the second pin retentionmechanism 702 included a sidewall support and was, essentially, a mirrorimage of the first pin retention mechanism, then the distance F betweenthe pins 308 and 308 of the first and second pin retention mechanisms702 and 730 would be greater. As a result, the two intermodal cargocontainers 100 arranged end to end would have a larger gap therebetween.Such an increased gap may reduce the number of intermodal cargocontainers 100 that a particular vehicle can carry. In circumstances inwhich the intermodal cargo containers 100 are not expected to encountersignificant accelerations in the aft direction during travel, suchsidewall supports (e.g., sidewall supports 416) can be omitted forcouplers that will only engage bottom corner fittings 120 at therear-facing ends of the intermodal cargo containers 100.

FIG. 8 illustrates another aspect of a coupler 800 for a pin retentionmechanism aligned for engagement with a corner fitting 120. In thisaspect, the coupler 800 omits the pin 308. The coupler 800 includes thebottom support 312 and the sidewall support 416 protruding from asurface 802. In this aspect, when the coupler 800 engages the cornerfitting 120, the bottom support 312 of the coupler 800 abuts the bottomsurface 130 of the corner support 120, the sidewall support 416 of thecoupler 800 abuts the sidewall 126 of the corner fitting 120, and thesurface 802 of the coupler 800 abuts the sidewall 128 of the cornerfitting 120.

FIG. 9A is a perspective view of an intermodal cargo container 100 witheight pin retention mechanisms 830 arranged at the respective eightcorner fittings 120 and 122 of the intermodal cargo container 100. Theeight pin retention mechanisms 830 include respective couplers 800. FIG.9B is a detail perspective view of a corner fitting 122 along the top108 of the intermodal cargo container 100. The corner fittings 122 alongthe top of the intermodal cargo container 100 are identical to thecorner fittings 120 along the bottom 110 of the intermodal cargocontainer 100, but are oriented such that the bottom surfaces 130 of thebottom corner fittings 120 are top surfaces 130′ of the top cornerfittings 122. Likewise, the couplers 800 of the pin retention mechanisms830 arranged with the corner fittings 122 along the top 108 of theintermodal cargo container 100 are oriented such that the bottomsupports 312 are top supports 312′.

Returning to FIG. 9A, with the couplers 800 properly oriented andengaged with the respective corner fittings 120 and 122 of theintermodal cargo container 100, the pin retention mechanisms 830constrain the pin retention mechanisms 830 in all directions. Forexample, the bottom supports 312 and top supports 312′ of the couplers800 abutting the respective bottom surfaces 130 and top surfaces 130′ ofthe corner fittings 120 and 122 exert forces F_(v) on the cornerfittings 120 and 122, resisting vertical motion of the intermodal cargocontainer 100. As another example, the sidewall supports 416 abuttingthe sidewalls 126 of the corner fittings 120 and 122 exert forces F_(M)on the corner fittings 120 and 122, resisting fore and aft motion of theintermodal cargo container 100. As another example, the surfaces 802 ofthe couplers 800 abutting the sidewalls 128 of the corner fittings 120and 122 exert forces F_(L) on the corner fittings 120 and 122, resistinglateral motion of the intermodal cargo container 100.

In various aspects in which pin actuation mechanisms are provided at alleight corner fittings 120 and 122 of an intermodal cargo container 100,the pin actuation mechanisms could include the couplers 300 and/or thecouplers 400, discussed above. The pins 308 of the couplers 300 and 400could provide extra support to the corner fittings 120 and 122 in thefore and aft directions and in the vertical directions. Returning againto FIG. 1A, as discussed above, intermodal cargo containers 100typically have one of several standardized lengths, such as 20 feet or40 feet. Accordingly, the bottom corner fittings 120 of such intermodalcargo containers 100 are arranged at standardized distances between theends 102 and 104 of the intermodal cargo containers 100. However, someintermodal cargo containers may include non-standard lengths such thatdistances between bottom corner fittings 120 between the ends 102 and104 may differ from standard distances. Furthermore, even for theintermodal cargo containers 100 having standardized lengths, there maybe slight distance variations between the bottom corner fittings 120between the ends 102 and 104 due to, e.g., manufacturing tolerances,temperature variations, and/or deformation of the intermodal cargocontainers 100.

Referring again to FIGS. 2A-2C, in various aspects, at least some of thepin retention mechanisms may be movable along the rails 202 and 204 toaccommodate nonstandard distances between bottom corner fittings 120between the ends 102 and 104 of the intermodal cargo containers 100. Atleast one aspect, the pin retention mechanisms 206 a and 206 bsupporting the bottom corner fittings 120 at the forward facing end 102of the intermodal cargo container 100 may be fixed in place on the rails202 and 204. The pin retention mechanisms 208 supporting bottom cornerfittings 120 at the rear facing end 104 of the intermodal cargocontainer 100 may be adjustable in the directions of arrows D and Ealong the rails 202 and 204. For example, the pin retention mechanisms208 could be connected to the rails 202 and 204 via cam locks or otherselectively releasable fasteners. Such fasteners could be selectivelyreleased to allow the pin retention mechanisms 208 to be aligned withthe bottom corner fittings 120 at the rear facing and 104 of theintermodal cargo container 100. Thereafter, the fasteners could beselectively activated such that the pin retention mechanisms 208 areheld in place along the rails 202 and 204.

In use, an intermodal cargo container 100 would be inserted between therails 202 and 204 in the direction of arrow A, shown in FIGS. 2A and 2B.Sensors 240, such as cameras coupled to machine vision, can monitorpositions of the bottom corner fittings 120 relative to the pinretention mechanisms 206 a, 206 b, and 208, and communicate themonitored positions to a controller 250. Alternatively, alignment couldbe visually confirmed by a human operator. When the bottom cornerfittings 120 at the first end 102 (i.e., the forward-facing end) of theintermodal cargo container 100 are aligned with the pin retentionmechanisms 206 a and 206 b, the intermodal cargo container 100 isstopped. Thereafter, the pin retention mechanisms 208 can be moved inthe directions of arrows D or E such that the pin retention mechanisms208 are aligned with the bottom corner fittings 120 at the second end104 (i.e., the rear-facing end) of the intermodal cargo container 100.Thereafter, the pin retention mechanisms 208 can be affixed to the rails202 and 204, respectively. After the pin retention mechanisms 206 a, 206b, and 208 are aligned with the respective bottom corner fittings 120 ofthe intermodal cargo container 100, the pin retention mechanisms 206 a,206 b, and 208 are actuated to move the respective couplers (e.g.,couplers 300 or 400) from retracted positions to extended positions toengage the respective bottom corner fittings 120. For example, thecontroller 250 could actuate the pin retention mechanisms 208.

In the aspects described above, the pin retention mechanisms aredescribed with reference to an intermodal cargo container 100. Invarious circumstances, the pin retention mechanisms described hereincould be applied to other types of cargo containers that includestandardized coupler connections.

The descriptions of the various aspects have been presented for purposesof illustration, but are not intended to be exhaustive or limited to theaspects disclosed. Many modifications and variations will be apparent tothose of ordinary skill in the art without departing from the scope andspirit of the described aspects. The terminology used herein was chosento best explain the principles of the aspects, the practical applicationor technical improvement over technologies found in the marketplace, orto enable others of ordinary skill in the art to understand the aspectsdisclosed herein.

While the foregoing is directed to certain aspects, other and furtheraspects may be devised without departing from the basic scope thereof,and the scope thereof is determined by the claims that follow.

What is claimed is:
 1. A method for securing an intermodal cargocontainer, comprising: aligning an intermodal cargo container relativeto first and second rails of a support frame, wherein the first andsecond rails include respective first and second pin retentionmechanisms thereon, each of the first and second pin retentionmechanisms comprising: a housing attached to a respective rail; acoupler reciprocally actuatable between a retracted position and anextended position and comprising: a pin having a longitudinal axis, thepin being sized and oriented to enter an aperture in a sidewall of oneor more corner fittings of the intermodal cargo container when thecoupler is moved into the extended position; and a bottom support in afixed, spaced apart relationship relative to the pin, thereby defining avertical gap sized to receive a bottom surface of the one or more cornerfittings when the coupler is moved into the extended position; and anactuator coupled to the housing and operable to move the pin and thebottom support of the coupler from the retracted position to theextended position and from the extended position to the retractedposition along the longitudinal axis.
 2. The method of claim 1, whereinthe bottom support includes a chamfered edge along a pin-facing surfaceof the bottom support.
 3. The method of claim 1, wherein the couplerfurther comprises a sidewall support in a fixed, space apartrelationship relative to the pin, thereby defining a lateral gap sizedto receive another sidewall of the one or more corner fittings when thecoupler is moved into the extended position.
 4. The method of claim 3,wherein the sidewall support includes a chamfered edge along apin-facing surface of the sidewall support.
 5. The method of claim 3,wherein the bottom support includes a first chamfered edge along a firstpin-facing surface of the bottom support, and wherein the sidewallsupport includes a second chamfered edge along a second pin-facingsurface of the sidewall support.
 6. The method of claim 3, wherein thebottom support and sidewall support are monolithic.
 7. The method ofclaim 1, wherein the one or more corner fittings comprise a first and asecond corner fitting and the pin comprises a first pin and a secondpin, the method further comprising: actuating the actuator of the firstand second pin retention mechanisms from the retracted position to theextended position such that the first pin and the second pin and bottomsupports of the first and second pin retention mechanisms engagerespective first and second corner fittings on opposite sides of theintermodal cargo container.
 8. The method of claim 7, wherein thecoupler further comprises sidewall supports extending away from theactuator, wherein the sidewall supports are spaced apart from the pinssuch that the pins are insertable into apertures of the first and secondcorner fittings of the intermodal cargo container when the sidewallsupports abut other sidewalls of the first and second corner fittings.9. A method for securing an intermodal cargo container, comprising:aligning an intermodal cargo container relative a frame of a vehicle,wherein the frame includes first and second rails that are spaced apartto fit an intermodal cargo container there-between; a first pinretention mechanism arranged on the first rail, the first pin retentionmechanism comprising: a first housing attached to the first rail; afirst coupler reciprocally actuatable between a retracted position andan extended position and comprising: a first pin having a firstlongitudinal axis, the first pin being sized and oriented to enter anaperture in a sidewall of a first corner fitting of the intermodal cargocontainer when the first coupler is moved into the extended position;and a first bottom support in a fixed, spaced apart relationshiprelative to the first pin, thereby defining a first vertical gap sizedto receive a bottom surface of the first corner fitting when the firstcoupler is moved into the extended position; and a first actuatorcoupled to the first housing and operable to move the first couplerbetween the retracted position and the extended position along the firstlongitudinal axis; and a sensor operable to detect alignment of thefirst coupler with the first corner fitting of the intermodal cargocontainer; and a controller in communication with the sensor, whereinthe controller is operable to command the first actuator to move fromthe retracted position to the extended position upon the sensordetecting alignment of the first coupler with the first corner fittingof the intermodal cargo container.
 10. The method of claim 9, whereinthe first bottom support includes a first chamfered edge along a firstpin-facing surface of the first bottom support.
 11. The method of claim9, wherein the first coupler further comprises a first sidewall supportin a fixed, spaced apart relationship relative to the first pin, therebydefining a first lateral gap sized to receive another sidewall of thefirst corner fitting when the first coupler is moved into the extendedposition.
 12. The method of claim 11, wherein the first bottom supportincludes a first chamfered edge along a first pin-facing surface of thefirst bottom support, and wherein the first sidewall support includes asecond chamfered edge along a pin-facing surface of the first sidewallsupport.
 13. The method of claim 11, wherein the first bottom supportand first sidewall support are monolithic.
 14. The method of claim 11,wherein the first corner fitting is arranged at a first end of theintermodal cargo container, wherein the intermodal cargo containerincludes a second corner fitting arranged at the first end and third andfourth corner fittings arranged on an opposing second end, and whereinthe vehicle further comprises: a second pin retention mechanism arrangedon the second rail, the second pin retention mechanism comprising: asecond housing attached to the second rail; a second couplerreciprocally actuatable between a retracted position and an extendedposition and comprising: a second pin having a second longitudinal axis,the second pin being sized and oriented to enter an aperture in asidewall of the second corner fitting of the intermodal cargo containerwhen the second coupler is moved into the extended position; and asecond bottom support in a fixed, spaced apart relationship relative tothe second pin, thereby defining a second vertical gap sized to receivea bottom surface of the second corner fitting when the second coupler ismoved into the extended position; and a second actuator coupled to thesecond housing and operable to move the second coupler between theretracted position and the extended position along the secondlongitudinal axis; a third pin retention mechanism arranged on the firstrail, the third pin retention mechanism comprising: a third housingattached to the first rail; a third coupler reciprocally actuatablebetween a retracted position and an extended position and comprising: athird pin having a third longitudinal axis, the third pin being sizedand oriented to enter an aperture in a sidewall of the third cornerfitting of the intermodal cargo container when the third coupler ismoved into the extended position; and a third bottom support in a fixed,spaced apart relationship relative to the third pin, thereby defining athird vertical gap sized to receive a bottom surface of the third cornerfitting when the third coupler is moved into the extended position; anda third actuator coupled to the third housing and operable to move thethird coupler between the retracted position and the extended positionalong the third longitudinal axis; and a fourth pin retention mechanismarranged on the second rail, the fourth pin retention mechanismcomprising: a fourth housing attached to the second rail; a fourthcoupler reciprocally actuatable between a retracted position and anextended position and comprising: a fourth pin having a fourthlongitudinal axis, the fourth pin being sized and oriented to enter anaperture in a sidewall of the fourth corner fitting of the intermodalcargo container when the third coupler is moved into the extendedposition; and a fourth bottom support in a fixed, spaced apartrelationship relative to the fourth pin, thereby defining a fourthvertical gap sized to receive a bottom surface of the fourth cornerfitting when the fourth coupler is moved into the extended position; anda fourth actuator coupled to the fourth housing and operable to move thefourth coupler between the retracted position and the extended positionalong the fourth longitudinal axis.
 15. The method of claim 14, whereinthe third pin retention mechanism is movable along the first rail andthe fourth pin retention mechanism is movable along the second rail. 16.The method of claim 14, further comprising: a second sensor operable todetect alignment of the second coupler with the second corner fitting ofthe intermodal cargo container wherein the controller is incommunication with the second sensor, wherein the controller is operableto command the second actuator to move from the retracted position tothe extended position upon the second sensor detecting alignment of thesecond coupler with the second corner fitting of the intermodal cargocontainer.
 17. A method for securing an intermodal cargo container,comprising: aligning an intermodal cargo container relative to first andsecond rails of a support frame, wherein the first and second railsinclude respective first and second pin retention mechanisms thereon,the first and second pin retention mechanisms comprising: a firsthousing attached to a respective rail; a first coupler reciprocallyactuatable between a retracted position and an extended position andcomprising: a first pin having a first longitudinal axis, the first pinbeing sized and oriented to enter an aperture in a sidewall of a firstcorner fitting or a second corner fitting of the intermodal cargocontainer when the first coupler is moved into the extended position;and a first bottom support in a fixed, spaced apart relationshiprelative to the first pin, thereby defining a first vertical gap sizedto receive a bottom surface of the first corner fitting or the secondcorner fitting when the first coupler is moved into the extendedposition; and a first actuator coupled to the first housing and operableto move the first coupler between the retracted position and theextended position along the first longitudinal axis; and actuating thefirst actuator of the first and second pin retention mechanisms from theretracted position to the extended position such that the first pin andbottom supports of the first and second pin retention mechanisms engagerespective first and second corner fittings on opposite sides of theintermodal cargo container.
 18. The method of claim 17, wherein thecoupler further comprises sidewall supports extending away from thefirst actuator wherein the sidewall supports are spaced apart from thepins such that the pins are insertable into apertures of the cornerfittings of the intermodal cargo container when the sidewall supportsabut other sidewalls of the corner fittings.
 19. The method of claim 18,wherein the first and second rails include respective third and fourthpin retention mechanisms thereon, the third and fourth pin retentionmechanisms comprising: a second housing attached to a respective rail; asecond coupler reciprocally actuatable between a retracted position andan extended position and comprising: a second pin having a secondlongitudinal axis, the second pin being sized and oriented to enter anaperture in a sidewall of a corner fitting of the intermodal cargocontainer when the second coupler is moved into the extended position;and a second bottom support in a fixed, spaced apart relationshiprelative to the second pin, thereby defining a second vertical gap sizedto receive a bottom surface of the corner fitting when the secondcoupler is moved into the extended position; and a second actuatorcoupled to the second housing and operable to move the second couplerbetween the retracted position and the extended position along the firstlongitudinal axis; and wherein the method further comprises actuatingthe actuators of the third and fourth pin retention mechanisms from theretracted position to the extended position such that the pins andbottom supports of the third and fourth pin retention mechanisms engagerespective third and fourth corner fittings the intermodal cargocontainer, where the third and fourth corner fittings are arranged at anopposite end of the intermodal cargo container from the first and secondcorner fittings.
 20. The method of claim 19, wherein aligning theintermodal cargo container relative to first and second rails of asupport frame comprises aligning the first and second corner fittings ofthe intermodal cargo container with the first and second pin retentionmechanisms, and wherein the method further comprises adjusting positionsof the third and fourth pin retention mechanisms along the first andsecond rails, respectively, to align the second coupler of the third andfourth pin retention mechanisms with the third and fourth cornerfittings after the first and second corner fittings are aligned with thefirst coupler of the first and second pin retention mechanisms.